Airbag module attachment arrangement

ABSTRACT

A vehicle steering wheel assembly having a molded armature with outwardly extending spokes for mounting on a steering column. Airbag engagement members extend from an airbag module housing to engage corresponding hub engagement members. The airbag module rests on a multiple of switch assemblies while the engagement members are separated by a clearance. The engagement members are only in contact if the airbag is fired. A clearance between each hub engagement member and each corresponding airbag engagement member assures that there is no interference that may result in undesirable noise or vibration.

[0001] This is a regularly filed utility patent application claimingpriority of provisional application 60/355,494, filed Feb. 8, 2002.

BACKGROUND OF THE INVENTION

[0002] The present invention relates to an airbag module, and moreparticularly to an attachment arrangement, which supports the airbagmodule upon a plurality of switches while providing primary airbagmodule retention.

[0003] It is well known to provide an airbag module in a vehicle at suchlocations as in a steering wheel, a dashboard, a seat, door panel orother location. A typical airbag module includes an airbag inflatorpositioned adjacent an airbag to discharge an inflator gas to inflatethe airbag upon sensing certain predetermined vehicle conditions.

[0004] The airbag module is commonly formed as a separate andindependent unit from the vehicle. The airbag module must be easilyinstalled yet difficult to remove by an unauthorized person. Attachmentof the airbag module is further complicated by the requirement that ahorn actuator be mounted to the steering wheel assembly. Typically, thehorn is triggered by pressure applied to a portion of an airbag cover.

[0005] In one known arrangement, the airbag module is rigidly anchoredto a base plate within a cavity formed by the molded armature of thesteering wheel assembly. A thin film actuator to activate a vehicle hornis located between the airbag module and an airbag cover. Pressureapplied to the airbag cover triggers the thin film actuator toselectively actuate the horn. However, mounting of the airbag module istypically with threaded fasteners, which may complicate assembly anddisassembly. Further, as the thin film actuator is mounted below theairbag cover and above the airbag module, replacement of the actuatormay be complicated and time intensive should the thin film actuatorfail.

[0006] In another known arrangement, a switch assembly is mounted to abase plate within a cavity formed by the molded armature. The airbagmodule is then mounted to the switch assembly, such that pressureapplied to the airbag module moves the entire module and triggers theswitch to activate the horn. The switch assembly must be particularlyrobust to support the airbag module yet be able to restrain the airbagmodule during airbag actuation. Disadvantageously, the robust design ofthe switch assembly results in a complicated and expensive switchassembly. A driver must also apply a relatively large amount of pressureto move the airbag module and trigger the switch. This may be ratherinconvenient.

[0007] Moreover, as the switch is located under the airbag module,enough clearance must be provided to allow movement of the airbag modulerelative to the molded armature. Commonly, this results in a noticeableseparation line or gap between the airbag module and the steering wheelassembly. The separation line may be aesthetically displeasing and mayallow foreign objects to find their way between the airbag module andthe steering wheel assembly. The separation line may be furtherexaggerated by tolerance differences between the steering wheelassembly, airbag module and biasing member within the switch assembly.

[0008] Accordingly, it is desirable to provide an uncomplicated airbagmounting arrangement, which provides effective airbag module attachment.The attachment should also allow convenient horn activation with minimalpressure. It is further desirable to minimize the separation linebetween the airbag module and the steering wheel assembly to provide anaesthetically pleasing steering wheel assembly.

SUMMARY OF THE INVENTION

[0009] Airbag module engagement members extend from an airbag module toengage corresponding armature engagement members. The airbag moduleengagement members and the armature engagement members are preferablysubstantially hook shaped members. The airbag module rests on the switchassemblies. The engagement members are normally separated by a clearanceand are only in contact if the airbag is deployed.

[0010] The switch assemblies engage the airbag cover and are locatedproximate the steering wheel spokes. An aesthetically pleasing fitbetween the cover and the molded armature is thereby provided. Anyseparation line is minimized while allowing horn activation by a lightpressure upon the airbag cover. A clearance between the airbag moduleengagement member and each corresponding airbag module member assuresthat there is no interference, which may result in undesirable noise andor vibration.

[0011] The present invention therefore provides an uncomplicated yetsecure airbag mounting arrangement, which provides effective airbagmodule attachment. The vehicle steering wheel assembly according to thepresent invention includes a molded armature with outwardly extendingspokes for mounting on a steering column. The hub portion receives anairbag module concealed by an airbag cover. When a driver exertspressure on the airbag cover, at least one of a multiple of switchassemblies activates the vehicle horn.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The features of the present invention, which are believed to benovel, are set forth with particularity in the appended claims. Theinvention may be better understood by reference to the followingdescription of the specific embodiments taken in conjunction with theaccompanying drawings in which:

[0013]FIG. 1 is a general perspective view of a vehicle steering wheelassembly installed in a vehicle.

[0014]FIG. 2 is a partial sectional exploded view of a molded armatureand steering column.

[0015]FIG. 2A is a top view of a steering wheel armature illustrating amultiple of hook engagement members located at 3, 6 and 9 o'clockpositions.

[0016]FIG. 3 is an exploded view of a steering wheel assembly accordingto the present invention.

[0017]FIG. 3A is a bottom view of an airbag module illustrated in FIG.3.

[0018]FIG. 3B is a perspective view of the steering wheel armatureillustrating a multiple of hook engagement members.

[0019]FIG. 3C is an exploded top view of the steering wheel assembly.

[0020]FIG. 3D is a perspective of an airbag housing illustrated in FIG.3 showing multiple engagement members for fastening the airbag housingto the molded armature.

[0021]FIG. 3E is a perspective view of the airbag housing illustrated inFIG. 3D attached to the steering wheel armature shown in FIG. 3B.

[0022]FIG. 4 is a partial sectional view illustrating a switch assemblyaccording to the present invention.

[0023]FIG. 5A is a perspective view illustrating a step of mounting theairbag module to the steering wheel armature.

[0024]FIG. 5B is a sectional view from the 6 o'clock position of asteering wheel assembly showing the airbag module mounted to thesteering wheel armature.

[0025]FIG. 6 is a bottom view of the steering wheel armatureillustrating disassembly apertures and also disassembly tool.

[0026]FIG. 6A is a sectional view at the 3 o'clock position illustratingthe disassembly aperture of FIG. 6 and engagement members accessedthereby.

[0027]FIG. 6B is a bottom view illustrating a step of disassembling theairbag module from the molded armature.

[0028]FIG. 7 is an exploded view illustrating another switch assemblyaccording to the present invention.

[0029]FIG. 7A is a perspective view of a second switch portion of theswitch assembly illustrated in FIG. 7 illustrating a switch contactarrangement.

[0030]FIG. 7B is a perspective view of the first and second contactsportions of the switch assembly in FIG. 7.

[0031]FIG. 8A is a rear perspective view illustrating another switchassembly according to the present invention.

[0032]FIG. 8B is a front perspective view of the switch assemblyillustrated in FIG. 8A.

[0033]FIG. 9A is a perspective view illustrating another switch assemblyhaving two portions.

[0034]FIG. 9B is a perspective view of the switch assembly illustratedin FIG. 9A.

[0035]FIG. 10A is an exploded view illustrated another switch assemblyhaving metal wires.

[0036]FIG. 10B is a side view of the switch assembly in FIG. 10A in thenon-engaged position.

[0037]FIG. 10C is a side view of the switch assembly in FIG. 10A in theengaged position.

DETAILED DESCRIPTION OF THE INVENTION

[0038]FIG. 1 illustrates a vehicle steering wheel assembly 10 positionednext to the steering column 16. The steering wheel assembly 10 includesa central hub portion 12 (FIG. 2A) with outwardly extending spokes 14.The hub portion 12 has an axis 18 substantially perpendicular to the hubportion 12 and coaxial to the steering column 16. An essentiallycircular rim 20 is connected to the hub portion 12 by the spokes 14. Thespokes 14 are preferably arranged from the central hub portion 12 to therim 20 at 90, 180 and 270-degree positions. In other words, the spokes14 are arranged at 3, 6, and 9 o'clock positions where 12 o'clock is thetop of the rim 20 when viewed from the driver's position. One skilled inthe art appreciates that the steering wheel assembly 10 could have anynumber of spokes and the spokes could be arranged in differentpositions.

[0039] Referring to FIG. 2, the steering wheel assembly 10 includes ametallic steering wheel armature 30, which is overmolded with anon-metallic material 32 such as polyurethane material or the like toform what is referred to as a “molded armature.” The hub portion 12 ispreferably secured to the steering column 16 by a threaded fastener 34such as a bolt or the like. The fastener 34 engages correspondingthreads 36 within the steering column 16. One skilled in the artappreciates that other fastening arrangements are suitable for thepresent invention. The non-metallic material 32 defines the essentiallycircular rim 20 and spokes 14 about the hub portion 12 and forms acavity 38 to receive the airbag module 22.

[0040] Referring to FIG. 3, an exploded view of the steering wheelassembly 10 is illustrated. The airbag module 22 is mountable within thecavity 38 and concealed by the airbag cover 24. When a driver exertspressure on the airbag cover 24, at least one switch assembly 26 isclosed. Each switch assembly 26 activates a horn (not shown) in a knownmanner. As the switch assemblies 26 are preferably located proximate theairbag cover 24, minimum pressure is required to activate the horn.Although a particular steering wheel assembly 10 having a particularspoke hub and rim design is illustrated in the disclosed embodiment, itshould be realized that other steering wheel assemblies will benefitfrom the present invention.

[0041] As shown in FIG. 3, the airbag cover 24 includes attachmentmembers 40, which fixedly engage an airbag housing 21. The attachmentmembers 40 include apertures 42, which receive corresponding tabs 44(FIG. 3D) extending from the airbag housing 21. It is understood thatthe airbag cover 24 can be attached the airbag housing by otherarrangements. An inflator 46 is located within the cavity 38 andprovides inflation gas to an airbag 48 during a car crash. An electricalconnector 50 (FIG. 3A) extends from the inflator 46 and is connectableto an airbag firing circuit (illustrated schematically at 51).

[0042] Airbag module engagement members 52 (illustrated in FIG. 3D)extend from the airbag housing 21. armature engagement members 54(illustrated in FIG. 3B) corresponding to the airbag module engagementmembers 52 extend from the hub portion 12 of the armature. Preferably,the airbag module engagement members 52 and the armature engagementmembers 54 are substantially hook shaped members (FIG. 3). As will befurther described below, the airbag module 22 rests on the switchassemblies 26 while engagement members 52, 54 are normally separated bya clearance C (FIG. 3E) and are only in contact, if the airbag 48 isdeployed.

[0043] Referring to FIG. 3A, the airbag cover 24 includes a plurality ofswitch assembly receivers 56. The receivers 56 each include an airbagcover engagement member 58 such as a substantially hook shapedengagement member to engage the switch assemblies 26 (FIG. 4).

[0044] Referring to FIG. 3C, the switch assemblies 26 are preferablylocated proximate each spoke 14 and support the airbag cover 24. Theswitch assemblies 26 are mounted within apertures 60 formed within themolded armature 32. The airbag cover 24 is mounted to the airbag module22 and is mounted in a close fitting relationship with the moldedarmature 32. The switch assemblies 26 directly engage the airbag cover24 receivers 56 (FIG. 3A) which are located proximate the spokes 14. Thecomponent tolerance stack up is thereby minimized. Moreover, anaesthetically pleasing fit between the airbag cover 24 and the moldedarmature 32 is provided which minimizes any separation line while stillallowing horn activation by allowing movement of the airbag cover 24relative to the molded armature 32.

[0045] Referring to FIG. 4, one embodiment of a switch assembly 26 isillustrated in a mounted position. The switch assembly includes a firstswitch portion 62 movable relative to a second switch portion 64. Thefirst switch portion 62 includes a first switch engagement member 66preferably including a substantially hook shaped member which engagesthe switch assembly receiver 56 having corresponding engagement members58. The airbag module 22 is “snapped” onto the first switch portion 62.However, other mounting arrangements may alternatively or additionallybe provided.

[0046] The second switch portion 64 includes engagement members 70,which fit within the apertures 60 formed in the molded armature 32. Thesecond switch engagement member 70 is preferably of a substantiallycylindrical design having a ramped locking shoulder 72, which isengageable with a shoulder 74 formed by an enlarged diameter 76 withinthe aperture 60. The switch assembly 26 is also preferably “snapped”into the molded armature 32.

[0047] A biasing member 78 mounted between the first switch portion 62and the second switch portion 64 biases the first switch portion 62relative to the second switch portion 64. In the embodiment of FIG. 4,the biasing member 78 is a coil spring which forces (illustrated asdouble headed arrow F) the first switch portion 62 away from the secondswitch portion 64. The switch assemblies 26 support the airbag cover 24and the connected airbag module 22.

[0048] The first switch portion 62 further includes a first hook 80 andthe second switch portion 64 includes a second hook 82. The hooks 80, 82interact under the force of the biasing member 78, to limit movement ofthe first switch portion 62 relative to the second switch portion 64.Although the hooks 80, 82 are illustrated as corresponding hook shapedmembers in the disclosed embodiment, it should be understood that otherhooks which limit relative movement of the switch portions 62, 64 mayadditionally or alternatively be provided.

[0049] A first contact 84 mounted to the first switch portion 62 isthereby movable relative to a second contact 86 mounted on the secondswitch portion 64. By pressing on the airbag cover 24, the first switchportion 62 is moved in the direction of arrow H toward the second switchportion 64 such that the first contact 84 will touch the second contact86. A circuit (illustrated by electrical connectors 88 a and 88 b) isclosed and the horn 28 is activated.

[0050] A method for installing the above mentioned airbag module 22within a molded armature 32 will now be described. However, it should berealized that the use of a steering wheel is for illustrative purposesonly, and that the methodology of the present invention may be appliedto other components.

[0051] Referring to FIG. 5A, the molded armature 32 is first secured tothe steering column 16 by the threaded fastener 34 (FIG. 2). The switchassemblies 26 are then mounted within the apertures 60 formed within themolded armature 32. The switch assemblies 26 preferably just “snap” intoplace (FIG. 2A). A wiring harness (88A and 88B) for the horn is thenconnected to the switch assemblies 26.

[0052] Referring to FIG. 5A, the airbag cover 24 has been previouslyattached to the airbag housing 21 with the attachment member 40 to formthe airbag module 22. The electrical connector 50 of the inflator 46 isconnected to the airbag firing circuit 51 (also illustrated in FIG. 3A).The airbag module 22 is then located within the cavity 38 of the moldedarmature.

[0053] Preferably, the airbag module engagement member 52′ located atthe 6 o'clock position is first aligned with the armature engagementmember 54′ located at the 6 o'clock position (FIG. 3E). The airbagmodule 22 is tipped toward the armature engagement member 54′,preferably at approximately 10 degrees below axis 19 (FIG. 1). Axis 19is perpendicular to axis 18. The airbag module engagement member 52′ isengaged with the corresponding armature engagement member 54′ and theswitch assembly 26 located at the 6 o'clock position is aligned with theswitch assembly receiver 56 within the airbag cover 24 (FIG. 3E). Theairbag module 22 is then tipped toward axis 19 such that all of thefirst switch engagement members 66 are aligned with their correspondingairbag cover engagement members 58.

[0054] The operator then simply presses against on the airbag cover 24proximate the spokes 14 within the airbag cover 24 until each firstswitch engagement member 66 engages their corresponding airbag coverengagement members 58 within the airbag cover 24. The armatureengagement members 54 and the airbag module engagement members 52 arealso engaged at this time. In other words, the airbag module 22 is“snapped” onto the switch assemblies 26 which have been previously“snapped” into the molded armature 32. An uncomplicated yet secureattachment arrangement is thereby provided by the present invention.

[0055] Referring to FIG. 5B, a clearance C is formed between eacharmature engagement members 54 and the corresponding airbag moduleengagement members 52 when the module 22 is mounted to the moldedarmature 32. The module 22 thus rests on the switch assembly 26.Preferably, the clearance C is approximately 1 mm. The clearance Cassures that there is normally no interference between each armatureengagement member 54 and the corresponding airbag module engagementmembers 52 which may result in undesirable noise and or vibration.

[0056] To activate the horn (FIG. 1), a driver need only press on theairbag cover 24 and overcome the biasing members 78 such that the firstcontact 84 touches the second contact 86 (FIG. 4). It should beunderstood that when the driver presses on the airbag cover 24, theclearance C will slightly increase. Although there is normally aclearance C, the clearance C will be eliminated during deployment of theairbag. In other words, when the airbag is fired, each armatureengagement member 54 will engage each corresponding airbag moduleengagement member 52 to provide a rigid attachment between the airbagmodule 22 and the molded armature 32. In this way, the switch assemblies26 need not provide airbag module retention during airbag deployment.

[0057] Referring to FIG. 6, a disassembly aperture 89 is located throughthe armature 30 preferably adjacent the 3 o'clock and 9 o'clock armatureengagement member 54 (FIG. 2A). To provide an additional anti-theftfeature, the disassembly apertures 89 may be located relative to thesteering column 16 (FIG. 1) and under the steering wheel assembly 10such that the steering wheel assembly 10 must be rotated to a predefinedposition to access the apertures 89.

[0058] Referring to FIG. 6A, a sectional view of the steering wheelassembly 10 illustrates a method of disassembly. A flat bladeddisassembly tool 53 is receivable through the disassembly aperture 89(FIG. 6B). The tool 53 is inserted between the armature engagementmember 54 and the corresponding airbag module engagement member 52. Thetool 53 is then rotated to spread the airbag module engagement member 52away from the armature engagement member 54. The module 22 is thenlifted to assure disengagement between the armature engagement member 54and corresponding airbag module engagement member 52. The tool 53 canthen be inserted into the other disassembly apertures 89 and the processrepeated. The airbag module 22 is tilted and lifted away from the moldedarmature 32 to disassemble the steering wheel assembly 10 in the reverseorder of assembly as described above.

[0059] Referring to FIG. 7, another embodiment of a switch assembly 26Ais illustrated. The switch assembly 26A includes a first switch portion90 movable relative to a second switch portion 92 while being biased bya single biasing member 94. The first switch portion 90 and secondswitch portion 92 are engaged together and mounted to the airbag cover24 and the molded armature 32 essentially as described above.

[0060] A first contact 95 mounted to the first switch portion 90 ismovable relative to a second contact 96 mounted on the second switchportion 92. By pressing on the airbag cover 24, the first switch portion90 is moved in the direction of arrow H toward the second switch portion92 such that the first contact 95 will touch the second contact 96. Apair of alignment pins 101 further extend from the first switch portion90. The pins 101 are movable received within alignment apertures 103formed in the second switch portion 92. The alignment pins 101 andalignment apertures 103 further assure that the airbag cover isstabilized and pressure thereon will be more directly exerted upon theswitch assembly 26 a. A flexible casing 98 extends from the secondswitch portion 92 such that a plurality of switch assemblies 26 can bemolded as a single unit (FIG. 7B) with a single circuit connection.

[0061] Installation is thereby simplified as a multiple of switchassemblies are installed, although only a single connection need bemade. Referring to FIG. 7a, the flexible casing 98 includes a firstelectrical connection 100, which is electrically connected to the firstcontact 95 through the biasing member 94. The flexible casing 98 furthercontains a second electrical connection 102, which is insulated from thefirst connection 100 by the flexible casing 98. The second electricalconnection 102 is electrically connected to the second contact 96mounted on the second switch portion 92.

[0062] By pressing on the airbag cover 24 (FIG. 7), the first switchportion 90 is moved in the direction of arrow H such that a circuit isclosed and the horn 28 is activated. Referring to FIG. 7B, the closedcircuit is formed from the first electrical connection 100, through thebiasing member 94, to the first contact 95, to the second contact 96 andback to the second electrical connection 102.

[0063] Referring to FIG. 8A, another embodiment of a switch assembly 26Bis illustrated. The switch assembly 26B includes a first switch portion104 movable relative to a second switch portion 106 while being biasedby a biasing member 108. A fastener 105 extends from the biasing member108 to mount the biasing member 108 to the second switch portion 106. Aguide pin 107 which extends from the first switch portion 104 ispreferably movable within the fastener 105 such that the first switchportion 104 is movable relative to the second switch portion 106. Itshould be understood that although a particular mounting arrangement isillustrated other mounting arrangements are contemplated which provideengagement of the biasing member 108 and relative movement between thefirst and second switch portions 104,106. The switch assembly 26B ismounted to the airbag cover 24 and the molded armature 32 essentially asdescribed above.

[0064] Referring to FIG. 8B, the biasing member 108 includes a flexiblespring plate 109 which also forms an integral first contact 110. Thefirst contact 110 is movable relative to a second contact 112 mounted inthe second switch portion 106. The biasing member 108 includes aflexible casing 114 as described above. By pressing on the airbag cover24, the first switch portion 104 overcomes the bias of spring plate 109such that the integral first contact 110 is moved in the direction ofarrow H to touch the second contact 112 and close the circuit, wherebyactivating the horn.

[0065] Referring to FIG. 9A, another embodiment of a switch assembly 26Cis illustrated. The switch assembly 26 c includes a first switch portion116 formed into the airbag cover 24 to further minimize part count andcomplexity. A second switch portion 118 mounts a biasing member 120,essentially as described above. A fastener 122 extends from the biasingmember 120 to mount the biasing member 120 to the second switch portion118.

[0066] Referring to FIG. 9B, a guide pin 123 extends from the firstswitch portion 116 and passes through the fastener 122 such that thefirst switch portion 116 is movable relative to the second switchportion 118. An actuator 125 extends from the first switch portion 116to actuate a flexible spring plate 128 essentially as described above.

[0067] The biasing member 120 mounted between the first switch portion116 and the second switch portion 118 biases the first switch portion116 relative to the second switch portion 118 as described in theprevious embodiment. Notably, a flexible casing 98′ as described aboveextends from the biasing member such that a plurality of switchassemblies 26 c may also be molded as a single unit (FIG. 7b).

[0068] The first switch portion 116 includes a first hook 124 and thesecond switch portion 118 includes a second hook 126. The hooks 124, 126interact to limit movement of the first switch portion 116 relative tothe second switch portion 118. Although hooks are shown in the Figures,it should be understood that other shaped members which limit movementof the switch portions 124, 126 may additionally or alternatively beprovided.

[0069] A still another embodiment is shown in FIG. 10A. The switchassembly 26D is a switch base having a first metal wire 134 and a secondmetal wire 135. The first and second metal wires are insulated from oneanother to prevent the circuit from accidentally being closed. Uponconnecting the first metal wire 134 and the second metal wire 135, anelectrical circuit is thereby closed resulting in the actuation of thehorn.

[0070] The switch base 136 has a contour portion 138 extending from themiddle thereof. The contour portion may have openings or slots aroundthe circumference thereof or the contour portion 138 may have acontinuous surface. The contour portion 138 has a protrusion 137 that isused to connect the switch base 136 with the switch cap 130.

[0071] A switch connector 133 has an opening for receiving the contourportion 138 of the switch base 136. The switch connector 133 has anextension portion 139 that is flexible and can bend so that theextension portion 139 can contact the metal wires. The extension portion139 is made from a conduction material. In the non-engaged position asseen in FIG. 10B, the switch connector rests flat on the switch base 136and there is a distance separating the extension portion 139 and themetal wires. In the engaged position as seen in FIG. 10C, the extensionportion 139 is depressed so that the extension portion contacts themetal wires resulting in current from a first metal wire 134 passingthrough the switch connector 133 to the second metal wire 135.

[0072] A biasing member 132 preferably a coil spring is disposed betweenthe switch cap 130 and the switch connector 133. The switch cap 130 isconnected to the airbag cover 24. The biasing member 132 has a springforce associated therewith to maintain a separation between the switchcap 130 and the switch connector 133. However, an application of forceon the airbag cover will cause the switch cap 130 to slide into theswitch connector 133, and the end portion of the switch connector 133will in turn bend toward the switch base 136 to close the electricalcircuit. In FIG. 10C, the switch assembly 26D is in its engaged positionwhereby the horn is actuated.

[0073] The foregoing description is exemplary rather than defined by thelimitations within. Many modifications and variations of the presentinvention are possible in light of the above teachings. The preferredembodiments of this invention have been disclosed, however, one ofordinary skill in the art would recognize that certain modificationswould come within the scope of this invention. It is, therefore, to beunderstood that within the scope of the appended claims, the inventionmay be practiced otherwise than as specifically described. For thatreason the following claims should be studied to determine the truescope and content of this invention.

We claim:
 1. A vehicle steering wheel assembly, comprising: a moldedarmature having a first engagement member; an airbag module including asecond engagement member; and a switch assembly engageable with saidmolded armature and said airbag module, the airbag module is supportedby the switch assemblies, whereby a clearance is formed between saidfirst engagement member and said second engagement member.
 2. Thevehicle steering wheel assembly according to claim 1 wherein saidsteering wheel assembly includes a metallic hub, said first engagementmember manufactured integrally with said hub.
 3. The vehicle steeringwheel assembly according to claim 1 wherein said first engagement memberincludes a plurality of substantially hook shaped members, and saidsecond engagement member includes a plurality of correspondingsubstantially hook shaped members.
 4. The vehicle steering wheelassembly according to claim 3 wherein one of said plurality ofsubstantially hook shaped members is arranged about said molded armatureat an approximately 90, 180 and 270 degree position.
 5. The vehiclesteering wheel assembly according to claim 1 further comprising aplurality of said switch assemblies.
 6. The vehicle steering wheelassembly according to claim 5 wherein one of said plurality of switchassemblies is arranged about said molded armature at an approximately90, 180 and 270 degree position.
 7. The vehicle steering wheel assemblyaccording to claim 5 wherein each of said plurality of switch assembliesincludes a biasing member.
 8. The vehicle steering wheel assemblyaccording to claim 5 wherein said biasing member includes a coil spring.9. The vehicle steering wheel assembly according to claim 5 wherein eachof said plurality of switch assemblies is electrically connected.
 10. Avehicle steering wheel assembly, comprising: a molded armature having afirst plurality of substantially hook shaped engagement members, saidmolded armature defining a first axis, said first plurality ofsubstantially hook shaped engagement members arranged about said firstaxis; an airbag module including a second plurality of substantiallyhook shaped engagement members that correspond to said first pluralityof substantially hook shaped engagement members; an airbag covermountable to said air bag module; and a plurality of switch assembliesengageable with said molded armature and said airbag cover such thatsaid air bag module rests on said switch assemblies whereby a clearanceis formed between each of said first plurality of substantially hookshaped engagement members and said corresponding second plurality ofsubstantially hook shaped engagement members.
 11. The vehicle steeringwheel assembly according to claim 10 further comprising a plurality ofsaid switch assemblies, each of said plurality of switch assemblieslocated proximate one of said first plurality of substantially hookshaped engagement members.
 12. The vehicle steering wheel assemblyaccording to claim 10 wherein said molded armature includes a pluralityof spokes, each of said plurality of switch assemblies located proximateone of said spokes.
 13. The vehicle steering wheel assembly according toclaim 10 wherein said molded armature includes an essentially circularrim, said cover assembly located approximately coplanar with said rimrelative to said first axis.
 14. The vehicle steering wheel assemblyaccording to claim 10 wherein molded armature includes an essentiallycircular rim, each of said plurality of switch assemblies locatedapproximately coplanar with said rim relative to said first axis. 15.The vehicle steering wheel assembly according to claim 10 wherein saidmolded armature includes an essentially circular rim having a pluralityof spokes, each of said plurality of switch assemblies locatedsubstantially within said spokes.
 16. The vehicle steering wheelassembly according to claim 10 wherein one of said plurality of switchassemblies is arranged about said first axis at an approximately 90, 180and 270 degree position.
 17. A vehicle steering wheel assembly,comprising: a molded armature includes an essentially circular rimhaving a plurality of spokes, said steering wheel hub having a firstplurality of substantially hook shaped engagement members, said moldedarmature defining a first axis, one of said first plurality ofsubstantially hook shaped engagement members arranged about said firstaxis at an approximately 90, 180 and 270 degree position; an airbagmodule including a second plurality of substantially hook shapedengagement members which correspond to said first plurality ofsubstantially hook shaped engagement members; an airbag cover mountableto said air bag module; and a plurality of switch assemblies, one ofsaid plurality of switch assemblies arranged about said first axis at anapproximately 90, 180 and 270 degree position located substantiallywithin said spokes, said plurality of switch assemblies removablyengageable with said molded armature and said airbag cover such thatsaid air bag module rest on said switch assemblies whereby a clearanceis formed between each of said first plurality of substantially hookshaped engagement members and said corresponding second plurality ofsubstantially hook shaped engagement members.